Automatic stop for railway-trains.



F. J. SCHNEIDER & F. W. BAUER.

AUTOMATIG STOP FOB. RAILWAY TRAINS.

APPLICATION FILED 313.24, 1913.

1,086,087. Patented Feb. 3, 1914.

Fi7Ql- Ti -24 (swam I a /x. 32M? WM- UNITED STATES PATENT @FFTQE.

FREDERICK J. SCHNEIDER AND FRANK W. BAUER, OF DAYTON, OHIO, ASSIGNORS OF ONE-THIRD TO '1. H. BARLOW, 0F DAYTON, OHIO.

AUTQMATIC STOP FOR RAILWAY-TRAINS.

Specification of Letters Patent.

Patented Feb. 3,1914%.

Application filed February 24, 1913. Serial No. 750,113.

To all whom it may concern:

Be it known that we, FREDERICK J. SCHNEIDER and FRANK V. BAUER, citizens of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Automatic Stops for Railway-Trains; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others'skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

' Thisinvention relates to new and useful improvements in automatic stops for railway trains.

The object of the invention is to provide means for applying the brakes and diverting the steam from the engine cylinders to the atmosphere in cases where the engineer disregards the signals.

A further object of the invention is to provide such means for stopping a train which are free from the control or operation of the engineer.

Referring to the accompanying drawing, Figure 1 is a side elevation of a portion of a locomotive cylinder with our invention applied thereto; Fig. 2 is an end elevation, the same being a sect-ion on theline aa of Fig. 1; and Fig. 3 is a section on the line Z b of Fig. 2.

In the specification and drawings, similar reference characters indicate corresponding parts.

Referring more particularly to the drawings, 1 represents the head of a locomotive cylinder provided with a tubular member 2 which forms a steam outlet 3 from said cylinder. The outlet 3 is controlled by a valve i mounted in a shell 5 attached to the tubular member 2. lVhen'the valve 4. is opened, the steam is permitted to escape from the cylinder 1 to the atmosphere without exerting its influence on the piston of the cylinder, thus decreasing the effectiveness of the steam. The valve 4 is mounted on a stem 7 provided with a guide or flange 8 on its lower end which rests within the shell 5 when said valve 4 is closed. Also mounted on the lower end of the valve stem 7 is a guide plate 9, the bifurcated end 10 of which is adapted to slide on guides 11 depending from the shell 5. The valve at is maintained closed against the pressure of the steam in the engine cylinder by a cam 12 mounted on a shaft 13 journaled in the guides 11. The said cam 12 engages the head of a screw 14: mounted on the lower end of the stem 7. When the cam 12 is rocked upon the shaft 13, it releases the valve 4 which is instantly opened by the steam pressure, and thereby becomes useless for driving purposes. The cam 12 may be rocked, for example, in the event the engineer should disregard a signal, by the following means. Depending from said cam 12 is an arm 15 which is adapted to engage an arm 16 mounted on a rock shaft 17 journaledin bearings 18. The said arm 16 is mounted adj acent to the rail 19 of the track, and may be connected with the switchthrowing mechanism or any other actuating device, the arrangement being such that whenever the tower-man or switch-man sets the signal for the engineer to stop, the arm 16 is placed in an elevated position and in the path of the arm 15. When said arm 15 engages the arm 16, the cam 12 is rocked to release the valve 4, thereby enabling the steam to escape from the locomotive cylin der, to the atmosphere. When the steam is permitted to thus escape, the brakes of the train are set by releasing the air in the train pipe of the air brake system, the rod 13 connecting with the air valve of said sys tem. Mounted 011 the shaft 13 is a valve 20 which is connected with the well known train pipe 22 by a pipe 21. hen the cam 12 is rocked to enable the valve 4c to be opened, the valve 20 is also opened which enables the air in the train pipe and pipe 21 to escape to the atmosphere, thereby setting the brakes in a well known manner.

While in the drawings, we have shown the device as applied to one cylinder of the locomotive, it is to be understood that the mechanism is provided in duplicate and is attached to both cylinders.

Having described our invention, we claim In a train stop mechanism, the combination of a valve housing and valve mounted therein, guides on said housing, a guide plate slidingly mounted 011 said guides and In testimony whereof We zufix our signae0nnected to said valve, a shaft jqurnaleel tures, in presence of two witnesses. azi iefies ifiixfi SCHNEIDER- C a a FRANK W. BAUER.

controlled by said shaft, an arm attached to sand shaft, and a swlnglng arm adapted fitnesses:

to engage said first mentioned arm to aetu- MELLIE GALLO\VAY, ate szud valves. MATTHEW SIEBLER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). G. 

